It is a very great pity that a Hughes railmotor is not chuffing up
the Keighley & Worth Valley and that a four-cylinder 4-6-0 does not await
on the mainline to whisk tourists across to Carlisle. A very late dose of
chickenpox deprived KPJ from travelling behind the last one to York in 1951
with his pal Philip Normanton. Hughes's wisdom extended to retirement in
Cromer. Marshall implies that he was pushed out by Fowler. The truth would
seem to be that the LMS should never have been created: the Midland should
have amalgamated with the Glasgow & South Western. The newly enlarged
LNWR should have operated with its Caledonian subsidiary: Hughes could have
worked with Beames.

28 were acquired in 1919 but according to Marshall (p. 192) "the LYR
men did not take kindly to them". Fifteen went to the more gentlemanly LNER,
three to China and one to Australia. Others fed the furnaces at Crewe.

0-8-0

Four-cylinder compoundsIn 1906 rebuilt one of the Aspinall/Hughes 0-8-0s (No. 1452) with
4ft 6in coupled wheels, 15½ by 26in high pressure and 22 x 26in
low pressure cylinders, a total heating surface of 1914ft2 and
a grate area of 23ft2. Eight-wheel tenders were fitted .Tests
showed a 25% saving in coal compared with the non-compound version. Ten compound
and ten non-compound locomotives were built betwen 1906/7. Marshall 3 pp.
172-3. Van Riemsdijk (pp. 76-7) considered
them to be "very successful" and damned the LMS for replacing them with yet
more 4Fs: this work includes a sectionalized elevation and plan and two
informative illustrations.

Larger unsuperheated boilersThese used the same boiler as the 0-8-2T. Twenty were built as Lot
66 of 1909/10, and a further twenty were constructed as Lot 74 in 1917. Eighteen
of the original 0-8-0s and fourteen of the corrugated firebox locomotives
were rebuilt with this larger boiler, between 1911 and 1913. Marshall 3 p.
182.

Lancashire & Yorkshire Ry.
Locomotive Mag., 1911,
17, 147. illustration, diagram (side elevation)
Photograph (No. 67) and dimensioned diagram of a "new class" of 0-8-0
mineral engines built at Horwich. Hughes adapted the type of boiler built
for his large 4-6-0 four-cylinder express engines to the mineral locomotive
(frames, wheels, etc.), designed by J.A.F. Aspinall some years ago. The leading
dimensions are given on the diagram, from which can be seen that this engine
has 417 ft more heating surface and 13 tons more adhesion weight than the
original design.

L&YR Class 8: LMS 5P: Hughes
(Dreadnoughts): This class originated in 1908 as a four-cylinder, Joy valve gear,
saturated design. According to Marshall (3 pp180-2) the original locomotives
were sluggish and both poor runners and poor steamers. They were fitted with
Joy valve gear, and originally had lagged smokeboxes and bogie brakes (these
were removed by 1914). In 1919/1920 fifteen of these locomotives were rebuilt
with Walschaerts valve gear, long travel valves and 28-element superheaters.
The boilers were rebuilt within the existing shell. They now had a grate
area of 27ft2. Hughes described the design in
Proc. Instn Mech. Engrs, 1909,
77, 561-653 Locomotives designed and built at Horwich with some
results..

Cox (Locomotive panorama 1
p. 11 noted that with very little teething trouble the class achieved
a "standard of achievement far higher than anything seen on the parent line
up to that time." In line with the rebuilds, a new series was built in batches
between 1920 and 1923. The 1923 batch was mentioned in contemporary literature,
but a modified series introduced in 1924 does not. This latter series originated
as parts for the 4-6-4T design of which only ten out of the order for thirty
were built. The 4-6-4Ts received detailed attention. Chapter 5 of E. Mason's
The Lancashire & Yorkshire Railway in the twentieth century should
also be noted as it is entitled "Hughes' four-cylinder 4-6-0s". According
to Nock (Great locomotives of the
LMS) comparative tests of the rebuilt locomotives with the 4P compunds
showed the 4-6-0s to have a very high fuel consumption. According to Marshall
(pp, 193-4) the modernized series suffered from leakage in the piston valves,
problems in the back pressure relief valves, air being drawn into the smokebox
and axlebox lubrication. The five unmodified locomotives were withdrawn in
the 1920s, but most of the others went in the 1930s, although No. 10455 lasted
until October 1951 Atkins considers that in their final state they were "near
miss"...

Atkins, P. West coast
4-6-0s at work. 1981. Chap. 9. The Hughes 'Dreadnoughts'.Atkins describes tests conducted in 1930 between 10456 against simple
locomotive 10464 between Preston and Carlisle. Fuel savings were modest:
9.8% on a lb/mile basis and 8% in dbhp/hr. But like most LMS tests: the playing
field was unbalanved as the compound had run 43,000 miles, ass against the
less than 4000 of the simpleCox, E.S. A modern locomotive
history: ten years' development on the L.M.S.  1923-1932. J. Instn
Loco. Engrs., 1946, 36, 100-41. Disc.: 141-70; 275-6.
(Paper No. 457)Fig. 11 shows the starting valve fitted to No. 10456, a Hughes 4-cylinder
4-6-0, rebuilt as a compound in association with the Pacific project which
was "the most modern but least known compound engine to run in this country"
(he appeared to forget that the Gresley high-pressure locomotive was a
compound)van Riemsdijk, J.T. Compound locomotives: an International
survey. 1994.

Retrospective and criticalAtkins, P. West coast
4-6-0s at work. 1981. Chap. 9. The Hughes 'Dreadnoughts'.It is probable that Atkins attributed Hughes paper on the class to
the incorrect engineering institution: Atkins states Civils (correct source
cited above). Includes weight diagram for original series and a detailed
diagram of the front end for the later engines. Notes that Mason did not
mention the LYR dynamometer car completed in 1912 which had been based upon
a Belgian design, nor the tests conducted with it in 1913 between Horwich
and Hellifield using No. 1506; nor of tests conducted in 1918 between Manchester
and Blackpool. At the end of WW1 the still saturated locomotives were consuming
100 lb/mile of coal on the Southport to York run. Many of the existing
locomotives were rebuilt with Walschaerts long travel valve gear and tests
were conducted up to Hellifield on 12 November 1920 (reported Engineer 15
April 1921). The Manchester to Blackpool trials on a Club train are also
noted. Inevitably the 4-cylinder Baltic tank engines are also described and
the series of 4-6-0s which had been intended to be tank engines: these had
larger grates (29.6 ft2) and were sent to Carlisle
Upperby where they sometimes worked to Glasgow. The work barely measured
up to Claughton performance; the lubricating system was inmadequate for long
runs, and there was a very high incidence of hot boxes. Atkins noted that
the built up smokeboxes led to air ingress and to char reaching the cylinders,
and that the piston valves caused problems. In 1925 the class participated
in tests against the Prince of Wales, Claughton and compound classes (KPJ
considers that these tests were statistically invalid). Dabeg feedwater heaters
were fitted to some locomotives used on the Blackpool Club trains which showed
a coal saving of 11% in terms of lb/dbhp and 19.5% in lb/mile.In the last
part of the text in this Chapter a proposed 200 psi boiler is descibed, but
work did not extend to construction.Coates, Noel and Des
Melia. Des's engines. LMS Journal, (13), 69-80. Des Melia worked at Burnley Rose Grove from March 1941 and after the
usual tasks of knocking up. acting as guard for the stores van progressed
to be a fiemen. the 4-6-0s were difficult to fire, although were powerful
and fast.Cook, A.F. Raising steam
on the LMS: the evolution of LMS locomotive boilers. 1999. "20 4-6-0s which proved to be the most unsuccessful British locomotives
of their era, with numerous mechanical problems, and indifferent performance
for high coal consumption, and uncertainties of steaming."Cox, E.S. A modern locomotive
history: ten years' development on the L.M.S.  1923-1932. J. Instn
Loco. Engrs., 1946, 36, 100-41. Disc.: 141-70; 275-6.
(Paper No. 457)Fig. 12 (graph) shows coal consumption within period 1927-1938: a
more or less constant 60lbs/mile.Geer, H.E. Modern locomotive superheating. Part
1.J. Instn Loco. Engrs., 1926,
16, 419-450. (Paper No. 196)In Great Britain in 1925 only 7000 superheated locomotives, out of
a total stock of 24,500. This part is concerned about demands placed upon
piston valves and diagrams show Hughes' ball relief valves (Fig. 5); G.F.
Horne (446-7) spoke about the Hughes 4-6-0 and superheated 0-6-0 designs;
leakage from superheater tubes and that Hughes type piston valves were fairly
satisfactory, but after 20,000 miles it was necssary to remove
carbon.Hawley, R.A. The "Dreadnoughts" and Baltics of the Lancashire &
Yorkshire Rly.. Trains ill., 1952, 5, 440-4.5 illus., table.
The last "Hughes" 4-6-0 withdrawn. J. Stephenson Loco. Soc.,
1952, 28, 265-71. illus., table.Additional information :1952, 28, 347 :1953, 29, 25;
118-19; 146; 209-10. The letter on p.146 was from E. Mason.Mason, E.The Lancashire &
Yorkshire Railway in the twentieth century. London, Ian Allan, 1954.
[viii] ,236 p. incl. 32 plates + col. front. + fold;ng plate. 103 illus.,14
diagrs., 2 plans, 10 maps. Chapter 5 describes the class. Mason, E.[Rivington], pseud. My
life with locomotives: a retired locomotive engineer looks back. London,
Ian Allan,1962. 168 p. + 22 plates (incl. 2 folding). 53 illus., 4 diagrs.
Problems associated with class. The pseudonym was unveiled by E.S.
Cox on p. 3 of his Locomotive panorama (v.1.). Tuplin, W.A. The four-cylinder 4-6-0s of the Lancashire & Yorkshire
Railway. Rly Mag., 1952, 98, 372-7. 4 illus., 2 tables.Detailed and critical study.

2-6-0

5: 1926: Hughes +
Fowler:Cox (Locomotive panorama, v. 1, p.37) has
shown that this Hughes design owed much to the study of North American practice.
This especially applied to the arrangement of the Walschaerts gear. The use
of a low boiler pressure (180 lb/in2) necessitated large diameter
cylinders (21 in), which had to be steeply inclined for the class to achieve
high route availability. This cylinder arrangement earned, for the class,
the soubriquet of Crabs. The design was slightly modified, before
construction commenced, by Fowler. Marshall deals briefly with the design
in V. 3 pp. 197-201. The LMS Locomotive Profile
No. 2 is highly important.

1931 Lemon ?: Five locomotives were modified with Lentz R.C. poppef valves. They
ran in this form until 1953, when Reidinger R.R.valve gear was used as
replacement for the earlier rotary gear (see
British Railways Regional Designs).

Geer, H.E. Modern locomotive superheating. Part
1.J. Instn Loco. Engrs., 1926,
16, 419-450. (Paper No. 196)In Great Britain in 1925 only 7000 superheated locomotives, out of
a total stock of 24,500. This part is concerned about demands placed upon
piston valves and diagrams show Hughes' ball relief valves (Fig. 5); G.F.
Horne (446-7) spoke about the Hughes 4-6-0 and superheated 0-6-0 designs;
leakage from superheater tubes and that Hughes type piston valves were fairly
satisfactory, but after 20,000 miles it was necssary to remove carbon.

Banking engines: 1908These five locomotives were constructed for banking at Accrington
and at Fazakerley. They were very large locomotives with 21½in diameter
cylinders and 180psi boiler pressure. The wheels on the driving and third
axles were flangeless. They carried 3 tons of coal and 2000 gallons of water.
Marshall (3) pp. 178/80. Mason (pp. 181 and 189) noted that they were called
"Little Egberts" and were "uniformly successful
at work. Nevertheless, they did not outlast 1929.

5P: 1924: HughesThis class was the final British express tank engine design. In all
the LMS inherited three classes of this type and Hughes added the fourth.
The design was based on the rebuilt L&YR 4-6-0s and incorporated four
cylinders. It was a most impressive looking locomotive, but performance,
especially fuel consumption, was poor. Marshall deals briefly with them in
V3. pp. 194-7..

Retrospective and criticalAtkins, P. West coast
4-6-0s at work. 1981. Chap. 9. The Hughes 'Dreadnoughts'.Mentions tests conducted in 1930 in the Manchester area between this
type and a Fowler 2-6-4T: the latter consumed 19% less fuel.Hawley, R.A The "Dreadnoughts" and Baltics of the Lancashire
& Yorkshire Rly.. Trains ill., 1952, 5, 440-4. 5 illus.,
table. A detailed historyMiddlemass, Tom. The 'Baltic'
tanks. Backtrack, 1991, 5, 281-7..Whitelegg, RM. Glasgow and South Western Railway notes. J. Stephenson
Loco. Soc., 1951, 27, 267-71; 257-8; 283. 5 illus.Whitelegg justified his use of the 4-6-4T on the L.T. & S.R .
and asserted that the Hughes design was based upon his G.& S.W.R.
design.

LiveryAtkins, P. West coast
4-6-0s at work. 1981. Chap. 9. The Hughes 'Dreadnoughts'.Although Atkins is somewhat unclear as to which livery was applied
to the class, it is clear that No. 11112 was painted in crimson lake
for the Stockton & Darlington Railway Centenary celebration.

Marshall (3 170-1) notes that contact between Hughes and Hurry Riches
of the TVR led to the purchase of two Kerr Stuart/Bristol Carriage &
Wagon railmotors in 1905. Theses were used on the Bury to Holcombe Brook
branch and on Burnley to Colne services. They were withdrawn in 1909. Neverthess,
Hughes designed his own type which was introduced in 1906 and eighteen of
these were built up to 1911. One just lasted long enough to become part of
the British Railways fleet. This success stemmed from the locomotive portion
which was essentially just that: a small conventional tank engine with outside
cylinders and Walschaerts valve gear. The coach portion was relatively simple
to remove. The total heating surface was 509ft2.

Jenkinson, David and Barry C. Lane. British railcars: 1900 to 1950.
1996.Includes a drawing by Lane on page 24 of the railcars and the special
gangwayed trailers designed to be operated with them. This is probably the
best account of this excellent type.

Hughes became interested in the Belgian Flamme four-cylinder 2-10-0s
and a design for similar giant was sketched out in 1913/14. Marshall (3)
pp. 188-91. Robin Barnes (Locomotives that never were pp. 24-5) breathes
life into this design as LMS No. 12650 crosses Lydgate Viaduct near Todmorden
 virtually dirtying the clean wahing.